Train-control system.



VV. 5. MURRAY. THMN CONTROL SYSTEM. APPLxc/mow FILED J'ULY 31. 1915.

Wl 8. MURRAY. TRAIN CONTROL SYSTEM.

APPUCATJON FLLED JULY 31, :915.`

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Patented Mar. 11, 1919.

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WA B. MURRAY. TRAIN CONTROL SYSYENJ,

l APPUCATON FILE-* JULY 31,1915. l 1,296,838. Patented Miu. 11, 191.911

W. BA MURRAY.

TRAIN CONTROL SYSTEM.

APPLICATION HLED JULY 31x'. '19!5- v 1,296,838. Patented Mal'. 11, 19M.

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APPLICATION FILED JULY 3| |915. 1,296,838.

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UNITED sTATEs PATENT oEEIoE.

WILLIAM B. MURRAY, F DANVILLE, ILLINOIS, ASSIGNOR 10 THE MILLER TRAIN CONTROL CORPORATION, OF STAUNTO'N, VIRGINIA., A CORPORATION OF VIRGINIA.

TRAIN--coNTnoL sYsTEM.

To. all whom it4 may concern.'

, Be it known that I, WILLIAM B. MURRAY, a citizen of the United States, residing at Danville, in the county of Vermilion and State of Illinois, have invented certain new and useful Improvements in Train-Control Systems, of which the following is a speciiication.

My invention relates to improvements in railway systems, wherein mechanically actuated and electrically controlled vehicle stopping or signaling apparatus, lor vehicle controlling apparatus, is carried by the vehicle traveling upon the track, and operated by ramp or ramps arranged suitably near the track, having a circuit or circuits associated therewith.

An important object of the invention is to provide apparatus included in a system of the above mentioned character which is adapted to becarried by a vehicle, and havf of the following description.

In the accompanying drawings formin da part ofthis specification and in which like numerals are employed' to designate like parts throughout the same, I

Figure 1 is a diagrammatic View of a track and associated circuits,

Fig. 2 is a diagrammatic View of a pair of vertically movable shoes and`,as\`sociated circuit oi'l circuits, i.

Fig. 3 is an enlarged side elevation of a ramp,

Fig. et is aside elevation of apparatus embodying the invention, showing the same in- Specication of Letters Patent.

stalled upon a railway locomotive, with one mechanically operated apparatus disposed out of lthe proper position for the purpose of illustration,

Fig. 5 is an enlarged side elevation of the mechanicallyl operated apparatus carried by the vehicle,

F ig. 6 is a central longitudinal sectional View through the same, certain elements being in elevation, f

Fig. 7 is an edge elevation of the same with the shoe in transverse section,

Patented Mar. 11, 1919.

Application filed July 31, 1915. Serial No. 42,952.

Fig. 6 is a transverse sectional view taken on line 66 of Fig. 6,

Fig. 8 is a side elevation of electrically operated controlling apparatus,

Fig. 9 is a' central vertical longitudinal sectional view through the same, certain elements being in elevation, and the-plunger in the upper position,

Fig. 9 is a detail section of the'electro magnetic valveshown in Fig.. 9,

Fig. 9 is a detail section taken on line 9a of Fig. 9,

Fig. 9b is a similar View taken on 9b of Fig. 9,

Fig. 10 is a similar View with the. plunger in a lower position,

Fig. 11 isa side elevation ofthe means lfor operating the engineers air brakevalve,

Fig. 12 is a plan view of the same,

Fig. 13 is a plan View, of the same, parts being shown in section, taken on line 13-13 of F Ig. 11,

line

Fig. 12 is a transverse sectional view taken on line 1.9. 12' of Fig. 9,

Fig. 13,' is a horizontal sectional view taken on line 12V-13 of Fig. 5, Fig. 14 is a detailed section cut-out valve structure,

Fig. 15 is a side elevation of means for operating the throttle lever, and,

Fig. 16 is a plan view of the same.

through a A In the drawings, wherein for the purpose of illustration isshown a preferred embodiment of my invention, attention being called iirst to Fig. l, the numerals 15 a-nd 16 designate traffic rails, insulated at spaced intervals, as shown at 17, .providing blocks A,

B, C, and D of suitable length. The traffic upon the track may be in opposite directions, as indicated by the arrows. c

Connected with the eorresponding'ends of the rails 15 ,and 16, in each block, is a.

source of current 18, asshown.v Connected with the opposite ends of `the rails 15 and 16, in each block, are wires`19 and 20, respectively, having an electro-magnet 21 connected therewith. When each block is clear, the block track circuit is closed and the elec.- tro-magnet 21 is energized. Current Hows in this closed circuitl from the positivepole of the source of current 18, through rail section 15, wire 19, electro-magnet 2 1, wire 20, rail section 16, and backfto. the` opposite pole of the source of current `18.

The numeral 22 designatesalocal circuit as a winne., comprising an elcctro--niagnet- 23, connected with Wires 24 and 25. The wire 24- is connected with a stationary contact 26,.adapted .to engage and disengage a swinging' contact 27, pivoted near the electro-magnet 21. The contact 27 is held elevated by the electro-magnet21 when it is energized `whereby thepivoted contact has electrical connection 'with the contact 26, but when 'the electro-magnetll is denergized, the Contact 27 automatically drops and disengages thc conta ct 26, Electrically connected with the contactv 27 is one pole of a source of clr'rmnt 28, connected in the wire 25. When the contacts 26 and 27 en: gage, the local circuit 22 is closed, and the electro-magnet 23 is energized, current flowing in this closed circuit from the positive pole of the source of; current 28, through contact 27, contact 26,' 'Wire 24, electromagnet 23, and wire 25, back to the opposite pole of the source of current 28..

Arranged suitably in advance of the en* trance end of each block (withl respect to the trallic being from right to left) is a ramp 2l), which is 'ireterahly arranged exteriorly of the rail 15, as shown. This ramp curved longitudinally in a vertical plane and rims toward its central portion, as clearly shown in F' ig. 3. Electrically connected with each ramp 29 is a wire 30, connected with a stationary contact 31. This stationary contact isfadapted to engage and disengage a pivoted contact 32, arranged adjacent the electro-magnet 23, and held elevated thereby to engage the contact 31, when `the electro-magnet 23 energized, but automatically dropsy tobreak `this engagement when the electrofmagnet is denergized. The contact 32 has electrical connection with a source of current 33, lthe opposite pole of which is electrically connected with the ail section 'by4 a wire 34 or the like. It is thus apparent tl'l'atiwhcn the block ahead with respect to the trallic being from right to lett) is clear,'the ramp 29 which guards the entrance. end ofpsuch hlock is electrically connected with lil :source of current, but when this block occupied, by a train or other vehicle, the ramp 29 is disconnected from the source of current by contacts 31 and disengaging. Connected with the local circuit 22 is a hranch local circuit designated as i whole hy the numeral 35,1-on1- prisngr u' es 36 and 37, connected respectively with the wires 24 and 25. '1-hesewires extend longitudinally of the track and have an electro-magnet f.` connected therein, which is arranged suitably near a ramp 39, identical with 'the ramp 20. Une ramp 3f) is disposed near the entrance ond of each hlork (with respect lo the trulli(l being from left te righi preferably' upon the outer side of the rail lo., When the local circuit 22 is clased, as ahorn etated, current flows from Lacasse the source of current 28 throu h contact 27, contact 26, wire 24, wire 36, e ectro-n'iagnet 38, wire 37,.wire 25, and back to the o posite pole of the source of current 28. t is thus apparent that the two ramps 29 and 39 are simultaneously energized and denergized. The numeral 40 designates a source of current connected in a wire 41, connected with the rail section 16 and a vertically swinging contact 42. This contact is adapted to engage and disengage a stationary con-4 tact 43, connected with a wire 44,.in, turn connected with the ramp 39. The contact 42 arranged adjacent the electro-magnet 38 and when this magnet is energized, the contact 42 is held elevated to engage the contact 43, hut when the electro-magnet 38 is'denergized, the contact 42 automatically drops to break such engagement.

Attention is now called more particularly to Figs. 4 to 7 inclusive, showing a ramp or mechanically operated apparatuses carried hy the locomotive or other vehicle. The

'numeral 45 designates a railway locomotive as a whole, of any well known or preferred type. The numerals 46 and 47 designate ramp or mechanically operated apparatuses, as a whole, arranged upon opposite sides of the locomotive, preferably in transverse y alinement, the apparatus 47 being shown out of place, in Fig. 4, for the purpose of illustration.' When the engine is traveling from right to left the apparatus 46 is adapted to contactwith ramps 29 andthe apparatus 47 with ramps 3l). These apparatuses are identical and a detailed description of only one of them will he given.

Each apparatus comprises an outer easing 48, having vertical flanges 41', provided with longitudinal slots 42', for receiving bolts 43' or the like, Carried hy a plate 44', suitably attached to the framework of a locomotive. While I have shown these apparatuses as arranged forwardly of the drivers of the loromotive, it is tol he understood that they may he arranged rearwardly of the drivers, upon the tender-trucks of the locomotive, or at any other desired point. As more yclearly shown in Fig. 6, the casing 48 is rovided with a main vertical opening 49, w ich leads into a lower contracted vertical opening 50, providing stop shoulders 51, as shown. Mounted to reciprocate within the opening 50.is a vertically movable har or member 52, carrying an enlarged head 53, preferably cast integral therewith. This head has shoulders 5l, adapted to contact with the shoulders 51 for positively limiting the downward move- ':nent of the har 52. The outer side of the casing 4H is formed open and normally covered h v a horizontally swinging door 4H', hinged thereto as shown at 49'. Thisl door is held closed hy a lug 50', apertured to re-f ceive a holt. 51', engaging the casing 4S.

The bar 52 carries at its lower end a shoe ..7 .traire-e ,eeeese designated asel whole by the numeral This shoe is provided with an upwardly e:- tending fiat shank 56 (see Fig. 7 clamped 'to the lower side of the har 52 hy bolts 57 or the like, insulating material' 57 being arranged between these parts whereby the shoe is thoroughly insulated from the har 52. clearly shown in Figs. 6 and 7 the shoe 55 embodies a removable side plate 58, normally secured in place hy transverse bolts 59 or the like. A dove-tailed opening or slot 60 is iforniedin the shoe 55, end decreases in width downwardly, as shown. This groove is to receive dove-tailed lug; or lugs lll, carried oy a herd steel block 62, sndpret'- erably cast integral therewith. 'flieends of this bleek are preferably tapered, 'as shown et 63, and are flush vith tapered ends del of the shoe It is thus apparent that the bloei; 62 contacts with the ramp and lakes up the wear, but ilthe block 62 should he lost hy accident or the like, the Contact een still be'inade between the tapered ends 64 and the ramp,

As more clearly shown in Fig. 6, head .5i-l is provided with a longitudinal opening or 65, with an inverted llsheped opening G6 at its lower end, lthe openingl GG extending transversely through opposite sides of the upper end or' they har Extending; longitudinally within ojt'iening 65 is plunger-rod 67, provided at its .lower end with a laterally extending head 13S, slightly smaller than the transverse por fion of the "lshaped openingot. lt is thus apparent that the plungerued 6"? connected with the her 52, whereby the od .may he moved by the har, hut the efrfnnection is such that a slight relative ld'gitudinel movement 1oetween these parts he had 'for a purpose to described.

rvThe numeral 69 designates an end/or head which is rigidly secured te the flanged upper end of the easing 48, by bolts 70 or the like.

` Thishead is provided with a depending;

tubular 'member 7l, having its lower end apertured for freeeiving the rod '67, as shown; Arranged uppn the head 69 is a second heal 72, secured in place by tue holte 7 This head an upstending cylinder 73 formed thereon and preferably esst inte- A gr-al therewith.

.Mounted to reciprocate within the cylinder 7? is plunger al, hai/iup; suitable paolo lng 7 5. This plunger is rigidly attached lotlie upper end of the rod 67., es shown.

` Arranged upon 'the upper surface of the head G9 within the cylinder 73 is en elastic packing ring 7G, formed of leather or the like. lispos'ed withi the tubular nienihef: 'il is e. eonipressible coil spring 77, engesing the lower end of this member and the Aplunger 74, to move the latter upwardly.

when pressure is released i from .its upper surface. When the har 52 descends to its above explained.

shown.

lowermost position, shoulders 5l and 54' con-l tact, positively limiting such movement, while the pressure in the cylinder 73 nioves` the plunger 74 into drin Contact witlrthe packing ring 76, the plunger being capable of partaking of slight vertical movements,v with yrespect to the bei' 52, due to the lost* 'motion connection between these parts', as

lt is thus apparent thatl the har 52 and the rod 67 are independently.

supported, when in the lowerinostposition.y The cylinder 73 is provided in its upper.

end with a port 78, for a purpose to he described. K

VThe numeral 79 designates a valve struc ture as a whole, embodying a preferably I. circular Casing S0, having an extension or.' L bracket 81, held fest 1n place by one oi the bolts 70. This easing is provided nearl its,A upper end with a tubular extension or nipple.-

82, whieh is bolted or otherwise secured to' `the upper portion oi' the' cylinder 73, `as

The nipple 82 provided with-a laterally extending por'u 83, connnunieatnig with the port 7S" through a chamber 84:;

illithin this chamber is mounted e oheele valve 85, opening inwardly with respect to the cylinder 73 and norinelly held seated by a springr 86.

The valve and its chamber Y are preferably so constructed that a slow o1'- slight leakage of pressure from the oylin-nA der 73 is permitted, when 'this cylinder iseut. foil' from. the source of compressed air,r f

as will he more fully explained. One side of the casing S0 is open. and 1s covered hy a plate Sr, attached thereto hy bolts 88 or the like. The numeral S9 designates a disk-valve v provided with en enlarged segmental por-` tion 90, having transverse opening 91 ariv ranged near one end thereof. This lopening extends through one 'lace of the segment 'g and its inner side tration with an exhaust port the` 8i? and leading to the atmosphere. This enlarged segmental portion is provided with e radial groove or slot 92, to re-r ceive one end of' e crank 93, rigidly attached and is adapted for ierisformed in f to a rock shaft gli., unen which the dish-- valve 89 is pivotally mounted.

Connected with the outer endgof the rock shaft l v iner pivotal connection with the outer end of a pitniau 97, `pivolally connected by a pin with a supplemental vertically movahle liar This oar is mounted to recip- A 0l is a crank 96, 'for turning it, havrecato within guide element or elements 100 formed upon the casing 4S and the pin 98 travels in-a longitudinal slot lOl, as shown` The supplemental har 99 is moved downwardly hv a eoinpressihle coil spring" 102,/

s:irrouudine a reduced upper portion there" of, and a tube 108, receiving this reduced portion and attached to one of the guide,l

elements 100. llt itslower end, the supple- `mental har 99 1s provided with an extension 101, adapted to contact with the insulated end 105, of a pushmember 106, ri idly attached to the shoe 55. It is to be understood that the extension 104 and pushmember 100 are not connected but they are normally in vertical alineinent, whereby upon the upward movement ofthelshoe 55 the -push member 106 will elevate the su pleinental bar 99. If the shoe 55 shou d break off or become laterally bent or displaced suiciently to cause it to fail to contact with the ramp, the push-member 106 will be moved out of vertical alinement with the extension 104, whereby the spring A102 would move the supplemental rod 99 downwardly below the normal lowermost position, the pin 98 being spa-ced a substantial distance from-the lower guide means 100, when the bar 52 is in the lowermost position. This downward movement of the supplemental bar 99, through the medium of the connecting elements 96 and 97 will swing the disk-valve 89 clockwise sufficiently to cause the upper end of the segmental portion 90 to clear or uncover the port 91', thus placing the interior of the casing 80 in communication with the atmosphere, for

' a purpose to be decribcd.

Attention is now called to Figs. 4, 8, 9 and 10, wherein is shown electrically operated control means, designated as a whole by the numeral 107. This control means comprises an upper cylinder 108, which may bc bolted or otherwise rigidly secured to the locomotive,rpreferably within the cab. The cylinder 108 has its upper endcloscd by a head 109, cari'ying a depending guide element or iin 110, operating through an opening formed in one of the ends 111 of a plunger 112, This plunger 112 is mounted to reciprocate within the cylinder 1.08 and embodies a tubular body portion 113, carrying the, ends 111. The tubular body portion 113 is provided with a latcralport 114, in communication with the interior of the tubular body portion. The uppci' end of the tubular body portion -is open and its lower end is closed by a screwtlircaded plug 115 having a contracted oi pin hole exhaust port 116.

Leading into one side of the cylinder 108 is an air pressure supply pipc.1,17. which is Av ,.connectcd with a pipe 118, 'lcading to a source of air pressure, such as a ,main pressure tank 119, as shown.

The lowcr ond of t/he cylinder 108 is covcred by a head or casting 120, engaging the upper end ot' a second cylinder 121, and rigidly secured thereto. A suitably stiif coniprcssible coil spring 122 is arranged betwccn the lover end 111 and the head or castingLlr 120, ttl oppose the downward moveincnt of. the plunger 112. The head 120 is provided witli a port 122i, leading into a chamber 121,1tornied in the upper end oi" the cylinder 121. The-head or casting 120 istinctly is provided with a screw-tureaueu opening, receiving a valve seat 125, having an opening which discharges into a chamber 128 formed in the head or casting 120. This valve seat 125` has contracted or pin holey ports 129, which lead from the'chaniber 1.28 to the ,opening of the valve seat. A vertically movable valve 127 is provided upon' i its upper end with an annular pin 'hole groove 130, adapted for registration with the ports 139 and has a branch port 131 connected therewith and in communication with the chamber 124. When the valve 127 ena downward movement of the plunger 112.

The valve 127 is adapted when moved downwardly to engage avalve seat 132, formed' in a stul'l'ing box 133, secured to the upper end of the cylinder 121. The opening of' the valve scat 132 has cominunication with' a contracted or pin hole port 133'. having communication with a port 134, in turn communicating with a whistle 135. l'vhen the valve 127 is elevated so ihat it discn- 'gages its lower seat 132 and pressure sup-l plied into the chamber 124 it is obvious that the Whistle 135 will he sounded.

The valve 127 is carried by a reciprocatoi'y rod 136, operating through the stalling box 133. The rod 136 is connected with a vertically movable core 137 arranged within a stationary solenoid winding 138. When the solenoid winding energized the core ity. The rod 136 is also kmoved downwardly p by a spring 139, engaging therewith.

Havingr communication with the chambei' 128 is a` pipe 110, which as more clearly shown in Figs. 1 and 11, is connected with a cut out valve structure 141. This valve structure embodies a casing 142, see Fig. 14, suitably secured lo the. side of the. locomotive and having its outer side covered by a plate 143. The casing 142 has outlet pipes 114 and 145 connected therewith, which lead respectively tb the tubular extensions S2 of the cylinders 73 in the aiiparatuses 47 and 4 6. As more clearly shown in Fig. 11, a swinging valve 146 isiirraiiged within the casing 1-12 and adapted to alternately cover the in' Landzaat` the usual latch means 154, detachably' engaging a toothed quadrant 155. When the lever 152 is swung forwardly, to `shift the valve gear to cause the locomotive to travel forwardly the rod 149 moves forwardly and swings the crank 148 forwardly, which moves the valve 146 forwardly, closing the intake end of the pipe 144, whereby the mechani- I cally operated apparatus 47 is rendered engine to travel rearwardly. .20

inactive, as will be more fully explained. -When the lever 152 is moved rearwardly for allowing the expansion of steam in the cylinders of the engine during its forward travel, it does not effect a movement of the rod 149 until it is moved past the central position. lThe lever 152 is not movedrearwardly beyond the central position unless it is de-A 'i arranged upon the side of the tubular bod portion 113 of plunger112 between its en s or heads 111. This slide valve is moved. outwardly for a suitable slidable Contact with the inner wall of the cylinder 108 by a spring 157, as shown. The slide valve 156 is provided upon" its outer side with a longitudinal groove or surface port 158, which does not extend through its sides and ends and with a transverse port 159. at its top,

' 'which does extend through the sides and upper end thereof. When valve 156 is in the upper position as in Fig. 9, the upper end of the port 158 is adapted for registration with a port 160, communicating with a chamber 161, while the lower end of the portv 158 is in communication with Aan opening or slot 162, leading to the atmosphere.

When the valve 156 is lowered, as shown in Fig. 10, the upper end of the port 158 has no communication with the port `160, but the port 159 communicates therewith whereby the port 160, which accordingly has comn munication with the interior oi the cylinder 108. 4

Connected with the chamber 161 is a pipe 163, having pipes 164 and 165 connected therewith. The-pipe 164 leads to the means for operating the engineers air brake valve,

and in this connection attention is called to Figs. 11, 12, and 18'.. In these gures, the numeral 166 designates an engineers air brake valve of any well known or preferred type, which is operated to reduce the pressure in the train line for applying the brakes by swinging the hand lever 167 in one direction. The lever 167 is turnedv in the dlrection'for applying the brakes by a pinion 168, pivotally mounted upon the valve stem 169, and having a flange 170, to Acontact with the lever 167. The pinion 168 is engaged by a rack bar 171, mounted to reciprocate within a stationary horizontal guide 172. The rack bar is provided at one end with an upstanding portion or lip 173, engaged by a rod 174, connected with a plunger 175, reciprocating in a cylinder' 176. This cylinder is held stationary by any suitable means and may be secured to the guide 172. The pipe 164 discharges into the cylinder 176, as shown.

The pipe 165 leads to the means for operating or closing the throttle lever, as more clearly shown in Figs. 15 and 16. T he pipe 165 iseonnected with a horizontally swing-A ing cylinder 177, pivotally supported, as shown at 178. Mounted to reciprocate within the cylinder 177 is a plunger 179, connected with a rod 180. This rod is pivotally -connected with a swinging bell crank lever 181, which is -pivotally supported as shown at 182. Connected with the outer arm of the bell crank lever 181 is a link 183, carry-` ing spaced pins 184, arranged upon opposite sides of a throttle lever 185, for contact therewith and move it. The link 183 is connected with a bell crank lever 186, pivoted to the throttle lever, as shown at 187. The throttle lever 185 is provided with the usual reciprocatory latch 188, to coperate` with a stationary toothed quadrant 189. The latch 188 is moved by a rod 190, pivotally connected with a hand grip191. Connected with. the rod 190 is a rod 192, which is also connected with the bell crank lever 186. The pins 184 being spaced from the throttle lever 185, it is obvious thatupon the inward movement ofthe link 188,'the bell crank lever 186 will first move the latch 188 to bring it out of engagement with'the toothed quadrant, subsequent to whiclithe outer pin 184 will contact with the throttle lever 185 and swing it to the closed position. The throttle lever 185 is connected by means ot' a link 193 with a throttle valve rod Ior stem 194, operating through astuiing box 195, as is customary.

It might bestated at this point, when the engine is stopped due to the danger condi- .tion of the block, the plunger 112 (Fig. 10)

moves downwardly in the cylinder108. I provide signal` means to indicate this danger operation of the plunger and the danger state of theblock, comprising an upstanding arm 196, as more clearly shown in Figs. v9 and 10. This arm 196is pivotally connected, as shown at 197, with a' block 198,v oper'v ating in the slot 162 and attached tothe valve 156, such block serving as guide means forV the valve. The upper end of the army 196 is provided with a head 199, having'an elongated slot or opening 20() formed-therein for receiving a pin 201, formed upon a swinging signal disk 202. This swinging signal disk (see Fig. 12') is pivotally supported by a centrally arranged pin 203, and the disk is disposed within a casing or housing 204, suitably arranged upon the cylinder 10S, as shown. The disk 202 is provided with segmental openings 205 and 200, which are preferably covered by colored glass, the opening 205 having white glass, and the opening 206 red glass. The opening 205 is adapted to register with an opening 205 formed in the face of the casing 20-l and the y opening 206 is adapted to register with an opening 20G formed in this face. 'A spring 207 is connected with the disk 200 to swing it to the clear position to bring the opening 205 into re istration with the opening 205. When t 1e plunger 112 moves downwardly, upon the stopping of the train, the arm 196 moves downwardly, whereby the upper end of the wall of the opening 200, contacts with the .pim-201, and swings the disk 202 downwardlyf, bringing openings 206 and 206 into registration.

When this takes place, a bolt 208, auto matically moves above .and across the pin 201, retaining the pin in the lower position. The bolt 208 is moved toward the pin `201 by a co )ressible coil spring 209. T he bolt 208is n ved in an opposite direction to rclease the pin201`by a horizontal solenoid. winding 210, when it is energized. This solenoid winding is held stationary within the casing 204 by any suitable means. lt thus apparent that the signal means will remain set at danger, until the shoe 55 contacts with the next ramp, which is ener-- gized, as will be more fully explained.

The solenoid windings 138 and 210 are connected in series by a wire 211. The upper end of the winding 210 is connected with a wire 212, which is grounded to the framework of the engine. Connected with the lower end of the winding 138 is a wire 213, connected with branch wires 214, which are electrically' connected with the shoes 55, as shown.

The operation of the apparatus is as follows: v v

For the purpose of illustration, it will be 'assumed that an engine is in each of blocks A and C. In considering first the trallic in one direction, to wit, from right to left, it may be assumed thatv the engine has traveled from block D into block C. Block C is therefore at danger condition. When the engine enters block C, the electromagnet 21 thereof is cut out of circuit, and contact 27 drops to disengage contact 26. This niovement of contact 27 opens the local circuit 22, whereby the electro-magnet 23 is denergized. When this magnet 23 is dcncrgized the Contact 82 drops, disengaging contact t. whereby the ramp circuit is opened, and the ramp 29 guarding the entrance end of block and 91 into registration.

Y. Maskers; am Miata..- z

C, disconnected from its source ot: current. When the local circuit is opened the branch local circuit is opened.. This opening ot the branch local circuit dcnergizcs the elet:- tro-magnet 38, whereby contact drops to disengage contact 43, and the ramp 39 which' guards the entrance end of block -i, with respect.. to traliic being from lett. to right, is disconnected. from its source of current i0. It is thus apparent that; the block C pro` tected in the rear by the dciinergized ramp 29 and a block ahead by the ramp 30. AS the locoinotive is traveling forwardly troni right to left, the apparatus @t6 i i the lower active position, while the appa yus 47 is in the inactive position. This is a. :oniplished by the valve shifting lever 152 being moved forwardly, which nieves the rod lli) lorwardly, swinging the crank .14:8 to the `l`orward position. This rnm'ement ot the crank 14S moves the valve 146 to a position to cover the intake end of the pipe liti. The compressed air is accordingly cut off from the cylinder 73 in the apparatus 47, and the compressed air therein gradually leaks or exhausts therefrom through the valves and 89. This gradual tilischarge or leakage of compressed air from the cylinder 727, permits the spring 77 to gradually )nove the rod 67 upwardly, carrying the shoe 55 and associated elements with it. rlflnfsA 'upward movement of the shoe moves the .supplemental bar 99 upwardly, which swings the pitrnan 97 upwardly, to bring the port-s .ll. when this if; done, the compressed air remaii'iing in the cylinder 73 may niore readily escape to the atnuispliere, the spring 77 further elevating the shoe 55 and associated elements so that it is raised wholly above the set ci. ramps 39, and will not contact therewith. It is obvi- Vous that if the engine were reversed, liv

swinging the lever 152 rearwardly, the valve 146 (sec Fig. 12') would be swung reai wardly and pipe M5 cut oil :from the cas' t.

ing 142, andthe pipe '14:4 piaci-il in coin-` inunication therewith. The pressure would, then be fed into the cylinder 73 of apparatus 47, whereby thc piston 74 vill be moved downwardly and the shoe 55 and associated elements returned to their normal active position. The apparatus 4G would then he rendered inactive and the shoe Ll5 and associated elements elevated above the set., ot' ramps 29, so that it could not contact there with. By this means the engine would not `be improperly stopped when bacling, hy

engagement with the shoe of apparatus 40 with the ramps 29, while the travel of the engine in a reverse direction would be prop-- erly controlled by the contact of the shoe 55 and apparatus 47 with the r; i sections 39. The ramp 29 which guards the' trance end of the block B, is connected with its source of current; and -is engaged by 'the shoe 55 of.

itil) the mechanically operated apparatus 16, eern Tied by the locomotive when it travels inte block C toward the entrance-end of block 13. When the shoe y55 of the apparatus 46 fcontacts with the energized ramp 29 it is elevated.. This upward movement of the 'felice moves the har 52 upwardly, against the pressure of the `air within the `.cylinder 73, '.Qv'vhich normally holds they bar and shoe in the l "1oiver1nostposition, for proper electrical cenact with the ramp. This upward movement (if` the shoe moves the push element 106 ,":uplwa'rdl which contacts with the extension '04, and inoves the auxiliarybar 99 up- 1'15 vvardly. This upward'movement of the bar 9"-infoves.the pvitman 97 upwardly, which -u-rnsthe crank 96 in the saine direction. `V.The crankl 96 is turned suiiiciently to bring "port 91 into registration With the'port 91,

' vliereby connnunication is established` he- ?i'lienthe engine moves into proximity to the l ramp 29 guarding' the entrance end of block asabovc stated, and the slice 55 of appa 2 J'. Iatus' 46 ontacts'therevvith and .is elevated thereby, a train'circuit is closed for energizlvfing the solenoid Winding 138, before the shoe 55 and associated elements have moved up- :Warlly suiiciently to actuate the train stopy fpin'g ineens. ,In this closed circuit, current '.'ows from one pole of the source of current y vContact 32, contact 31, Wire'O, ramp 29,

shoe 55. in apparatus 46, Wire 214, Wire 213, ,'solenoid 'vviluling' 138, wire 211, solenoid v'`wvinding 210, wire 212, the frame work of the"engine, rail section 15, and through. ibackto the opposite pole of the source of current. When the vsolenoid Winding 13S is raised', as valcove Stated, the core 137 is 10 q` ekly drawn upwardly whereby the valve l. 2.7 is seated, upon its upper seat and disengages vits ylower seat.'

his upward moveient ofthe'valve 127 in engagement with *"it'siipper seat 125 prevents any sudden reduction of pressure in the cylinder-108 below i Whe-'plunger 119 whereby this plunger remains Iin the upper :position and the train will not he sto} ap,ed.l When the valve 127 is seated and the pipe 145 is placed in couimunication With the. atmosphere, the pres,- sure Within .the cylinder 108 gradually escapes through port 125 and. port or' ports 129, but this is not suiiicient tto-cause the plunger to move.' When the valve 127 disy eI1,efa, 1fesv its lower seat 139, pressure passes -througflnport 133, port 1321-, and into the whistle 135 to sound it, thus informing the engineer when the valve 127 has moved te the upper position. `When the Valve 89 is closed, pressure above the yplunger 112 'passes tln'ough the contracted port 116 beneath the plunger, when-:byv pressure above and below' it are balanced, the spring 122 serving to overcome this balance and retain the plum ger elevated. The pressure beneath the plum-7 'tiveen the pipe 145 and the atmosphere.

ger passes through port 123, port 131, 130, 129, chamber 128, pipe 110, throu 'h either of pipes 114 or 145, to the cylinder 3 oi the mechanically operated apparatus which is active. The valve 89 in this apparatus being closed, the escape of the pressure to the atmosphere is prevented. lli/hen this valve is open, as in the prese-nt ease, this pressure maypass to the atmosphere without effecting a movement of the plunger 112, but as soon as the shoe passes over the ramp, the sure in the cylinder *Z3 returns it to the lowerinost positien, and the valve 89 shifted to the closed position, for covering' port 91. The pressure nony gradually builds up in the casing 80, and when it exceeds the pressure in the cylinder 73, nnseats the check valve 85 and supplies additional pressure therein, untilthe two pressures are equalized. 1t is thus apparent that when the' suce 55 of the apparatus i6 contacts with tl energized ramp 29 and is moved thereby, the engine will not he stopped. iF/lith an engii'ie in block A, the ranip') guarding the e: end thereo= will be disconnectc" om the source et current and denergized. lllien the engine 'traveling in block C passes into block D and moves into proximity to the ramp 29, guarding the entrance end o block A, the shoe 55 contacts'with this denergized ramp 29. lllhen this occurs the 55 is elevatechwhich moves the auxiliary har 99 upwardly. This movement o1 the bei' 99 `moves the pitman 9? upwardly and swings the lever 96 in the same direction, for bring-- i ing' the port 91 Vinto registration with the port 91. The ramp 259 being disconnected from the source of current, the solenoid Winding 138 is not energized, whereby the valve 12'? remains inthe lower position.

. lli/hen the ports 91 and 91l are 'thus placed in.

registration, as above stated, the pressure he-v neath the plunger 11:2 is suddenly reduced, passing through port 123, chamber 124:, openm ing in valve seat 125, ig. 9") chamber 128, pipe 140, valve casing- 14-1, pipe 145 and ythrough valve structure 79 to the etmos phere. This sudden reduction of pressure beneath the plunger 11'2 causes the pressure above it to movethe plunger downwardly,

This downward ,movement of the plunger 112 'brings the port 159 into registraon with the -port 190, the por', 160 being therebyT placed in communication with the interior ef, the cylinder 108.

Pressure .then "pea-:ees

through these ports into the chamber 161,

and out through pipe 163. .Apart of this pressure passes through pipe 195 inviti-ie cylinder 17?, forcing the piston 129 out ardiy for swinging; the throttle iever to the clused position.

passes 'lireugh pipe ''i forcing the 1*35 outwardly, 'whereby the rod 17e moves the recit bar 171 longitudinal-ly. This movement of the rack The pressure also into 'the cylinder CIK bar turns the pinion 168 for swinging the lever 167 in the direction for applying the brakes. It is thus apparent that the engine will be automatically stopped when the mechanically operated a paratus 46 contacts with the ramp 29. Tlie denergzed ramp 39 guarding the enl'ance end of block A, Awith respect to tra c from left to right, stopped the engine upon its travel thereln, which rampwas denergized when the ramp E29 guarding the entrance end of block B was dcenergized.l The operation of the a paratus carried by the engine traveling rom left to right isidentical with that of the apparatus carried by the engine traveling from right to left, except that the former will be operated by contact with the ramps 39.

It is to be understood that the form of my invention herewith shown and described is to be taken as a preferred example of the same, and that various lchanges in the shape, size, and arrangement of partsmay -be resorted to without departing from the spirit of the invention or the scope of thesuwjoined claims.

Having thus described the invention, I clain'i v 1. In a train control system, a track, a ramp arranged near the track, means for connecting and disconnecting the ramp with and froml a source of current, a vehicle to travel Vupon the track, 'a cylinder mounted.

upon the vehicle, a plungcr'niounted to reciprocate within the cylinder-,and having a contracted port formed therethrough, means to supply pressure into the cylinder upon one side of the` plunger, a valve for controlling theexhaust of pressure from the cylinder upon the opposite side of the plunger, mechanically operated means adapted to contact with the ramp to be moved thereby and connected with the valve to operate it, electrically operated means connected with tho mechanically operated means and adapted when energized to. render the valve inoperative with respect to exhausting pressure from the cylinder, signal means operated by and upon the movement of the plunger in one direction, a latch to hold the signal means in the active position, and electrically operated means to shift the latch and con- .i t weer i, nected with the lirst named electrically operated means.

2. In apparatus of the character described, 4the combination with a cylinder, of a plunger mounted to reciprocate within the cylinder and having spaced ends and a lon itudinal ort passing through such space ends and) provided with a laterally extending port, means arranged within one end of the longitudinal port for retarding the passage of pressure therefrom, means for sup lying pressure into the cylinder between t 1c spaced ends, a slide valve arra withinthe cylinder between the spaced ends and provided with a longitudinal surface port and a transverse ort extending through the opposite sidest ereof for communication wlth the interior of the cylinder,aconduit havin a ortleadin into the cylinder and adapte to ealternate y placed in communication with the longitudinal and transverse ports of the slide valve, pressure operated train stoppin means connected with the conduit, and e ectrically operated means for controlling the exhaust of ressure from the cylinder upon one end o the plunger.

3. n apparatus of the character described, the combination with a cylinder, of a plunger mounted to reciprocate therein, means or supplying pressure into the cylinder upon one side of the plungerto cause it to move in one direction, electrically operated means controlling the exhaust of pressure from the cylinder upon the opposite end of the plun r, train stopping means 'set into action y the movement of the plunger in` one direction, a signal apparatus operated by the movement of the plunger, e ectrically operated means to lock the si al apparatus in one position and connect in series with the first, named electrically o soy erated means, and means for energizing t e J. W. Wnesm,

J. W. FRAME. 

